過去針對飛機零組件維修的主題，多利用電腦模擬方式來探討不同零組件需求情況對零組件備料策略的影響。本研究則分二階段，首先以航空公司用以計算要準備多少可修件航材庫存的公式為討論基礎，針對個案公司零組件實際送修之天數及費用數據以散佈圖（Scatter Plot）及t 檢定分析，發現在有些特定的飛機ATA章節，MRO可以利用「獨特維修技術」、「較短維修週轉時間（TAT）」、「較少維修費用」以及「較短維修週轉時間（TAT）同時較少維修費用」等不同作法和OEM原廠競爭取得維修商機。 其次，本研究則針對個案公司在引進六標準差作法後，在飛機零組件送修績效提升的前題之下，針對六標準差流程對飛機零組件送修評估重點的影響進行問卷調查，並以因素分析發現原本對「零組件維修MTBUR」、「維修費用」以及「維修TAT」的計算量測重點，變成了「以零組件MTBUR及零組件維修費用為主的六標準差流程KPI」、「對零組件維修TAT的管制」以及「對零組件維修費用的管制」。;Previous studies on airplane components repair have mostly used computer simulation to investigate the impact of different levels of demand for components on airline spare strategy. This project has instead been split into two stages, the first of which discusses formulae used by airlines to determine the service level of repairable components to keep in spare stock. Using scatter plots and t-test analysis on actual order TATs and repair expense on components for the case company, we discovered that, in some ATA chapters, MRO can use strategies such as special repair technology, shorter TAT, lower repair costs and both shorter TAT and lower repair costs to compete with OEM companies for business opportunities. Secondly, this study then surveyed the impact of the evaluation process on airplane component send out repair, which operates under new introduced Six Sigma process. Using factor analysis, we found that the key to these evaluations, that consisted of component repair MTBUR, repair costs and repair TAT, have changed to Six Sigma process KPI on component MTBUR and repair costs, TAT controls on component repair and controls on component repair costs.
